Permanent way for railways



Juli! 23, 1929. A. WIRTH 1,721,538

PERMANENT WAY FOR RAILWAYS Filed April 2, 927 4 Sheets-Sheet 1 I" W I Flgj 1-1 I 1 H 66 56 H Q g F wv F T g qga A LFRE D W R INVENTOR 444. ATTORNEY July 23, 1929. A. WIRTH PERMANENT WAY FOR RAILWAYS 4 Sheets-Sheet 2 Filed April 2, 1927 m 1.1 n nu 1 5 F M g 1\ U" H LMLU a a w 4 a, a ,w 4 r gill H 2 6 1. 2 I1 4 INVENTOR flLF/EED Wl/ETH ATTORNEY July 23, 1929. A. WIRTH PERMANENT WAY FOR RAILWAYS Filed April 2, 1927 4 Sheets-Sheet 3 flL/ fcifl INVENTOR ATTORNEY July 23, 1929. A. WIRTH PERMANENT WAY FOR RAILWAYS Filed April 2, 1927 4 Sheets-Sheet 4 Fig I4 a if \JQL I m I INVENTOR Patented July 23, 1929.

UNITED STATES PATENT OFFICE.

PERMANENT WAY FOR RAILWAYS.

Application filed April 2, 1927, Serial No. 180,369, and in Austria November 30, 1926.

In the permanent way now in use for rail ways the use of ballast is indispensable whether the rails are supported by transverse or longitudinal sleepers or by single supports. The object of the ballast is to impart to the track the required elasticity and to uniformly transmit to the foundation the pressures exerted by the vehicles. The necessity of a certain degree of elasticity 01 the track is due to the dynamic action of the vehicles and hence not only to the weight of the vehicles but also of their speed of travel. If the weight and the speed are comparatively small, the elasticity of the track may also be small and may even be dispensed with in the case of tramways and harbour railways. In the case of greater speeds an inelastic track would cause shock and jar and a rapid wear of the track and the rolling stock. Through the use of ballast, however a great many inconveniences arise such as unequal setting of the sleepers or other supports, the loosening of the fastening bolts or spikes, the moving of the rails on the sleepers, the displacement of the whole track and other troubles well known to railway engineers.

The object of this invention is to provide a permanent way for railways, which secures the necessary elasticity of the track even in the case of heavy loads and high speeds, without the use of ballast, and at the same time provides for the necessary resistance to longitudinal and transverse forces. lVith this object in view my invention consists in that the rails are supported elastically in a vertical direction and rigidly in the transverse direction, while in the longitudinal direction they are held in position atintervals in rigidly mounted supports. Thus the track may yield elastically to vertical shocks, while it does not yield to transverse forces, and in the longitudinal direction allows only for the variations in length due to variations in temperature. For this purpose springs, for instance helical springs, are interposed between the supports and the rails. In some cases I provide stopping devices which, in the case of a sudden relieving of the springs of their load, prevent the rails from moving beyond their normal position.

In the accompanying drawings various constructional forms embodying my invention are shown by way of example. Fig. 1 is a longitudinal section of part of the permanent way on the line II Fig. 2. Figs. 2 and 3 are transverse sections on the lines IIII and III-III respectively of Fig. 1. Figs. 4, 5 and 6 show on a larger scale how the rail is mounted on its support, Fig. 4 being a transverse section, Fig. 5 a longitudinal section on the line VV Fig. 4, the rail being shown in elevation and Fig. 6 being a plan View, the rail being removed. Fig. 7 is a transverse section and Fig. 8 is a plan view with the rail removed of a modified construction of my improved permanent way. Fig. 9 is a side elevation and Fig. 10 is a trans verse section on the line XX Fig. 9 illustrating the anchoring of the middle part of the rail. Fig. 11 is an end elevation and Fig. 1.2 a plan view of a detail. Fig. 13 is a side elevation and Fig. 14 is a section on the line XIV-XIV Fig. 13 of a stopping device for preventing the rail from moving beyond its normal position; Fig. 15 is a transverse section and Fig. 16 a plan view of a modified form of rail support.

Referring now more particularly to Figs. 7

1 to 3: 1, 2 are the two rails of a track; they are adapted to yield elastically in a vertical direction indicated by the arrow 1, in the transverse direction indicated by the arrow 9 they are prevented from yielding, and in the longitudinal. direct-ion indicated by the arrow 9' the rails are movable in supports m which in turn are rigidly mounted in position as hereinafter more fully described.

Each of the supports as shown in Figs. 1 to 3 is provided as shown in Figs. 4 to 6 with a rectangular recess 10 in which springs 11, in the example shown two helical springs, are arranged, one end of-each of the springs bearing on the bottom 14 of the recess 10 while the flanges 1 and 2' of the rails 1 and 2 respectively bear on the opposite ends of the springs 11. The width Z) of the recess 10 is slightly greater than the width of the rail flange. The depth h of the recess 10 is such that the rail flange may enter between the side walls 16 of the recess and the rail cannot give way laterally in the direction of the arrow 9, while the slight vertical movements of the rail in the direction of the arrow p and the longitudinal movements in the direction of the arrow '1" are not interfered with. The side walls 16 guide the rail in its vertical and longitudinal movements. Since the rail is only slightly out of the exact central line at any time it abuts against either the left or the right hand side walls 16 of the exactly positioned support. The parts of the side walls 16 cooperating with the rail flange may be provided with removable and interchangeable washers such as steel plate if desired. The recess 10 is open at both ends 17 and 18, more particularly for the purpose of int-reducing the springs 11 into the recess without lifting the rail.

The support a is formed in the example shown in Figs. 4 to 6 by a U-shaped iron yoke the ends 20, 21 of the legs of which are bent outward laterally and provided with holes 22 for the securing bolts. The support may also be constructed in other ways; for instance the constructional forms shown in Figs. 7, 8 and 15, 16show a support resembling a rail chair.

In the neighbourhood of the springs 11 means for protecting the same against external influence are provided. In Figs. 4 to 6 these protecting means consist of an inverted box for instance of sheet iron, the bottom 25 of which is interposed between the rail flange 1, 2 and the upper ends of the springs 11. Lugs'or sides 27 project downwards from the longitudinal edges of the bottom 25, the length of such lugs being less than the height of the springs 11 for permitting the springs to work freely. At the transverse edges of the bottom 25, downward extensions 28 are provided; as shown in Fig. 6 these extensions are of a greater width than the recess, so that the edges of the extensions 28 are guided at the ends 29 of the support as seen in Figs. 5 and 6.

The object of the spring protecting means is not only to protect the springs 11 from ice, snow and dust but also to improve the engagement between the springs and the rail and to protect the springs against displacement and distortion. By suitably shaping and constructing the bottom 25 of the spring protecting box, for instance by inclining or bevelling the same, the inclination of the rails may be secured if required.

The supports 90 are rigidly anchored in the foundation which in the case shown is formed of blocks 30 which are connected with each other in the longitudinal direction of the track by masonry 32. Thus there extendbelow the two rails longitudinal walls rigidly embedded in the ground and independent of each other or connected with each other by a masonry or other wall 36 whereby a rigid foundation structure is obtained.

The blocks 30 preferably consist of reinforced concrete; 51 indicate the reinforcing iron bars. Each block 30 is provided with a transverse trough 3 1 into which drops the centralU-shaped part of the support w. The ends of the groove 3 1 form extensions of the open side ends 17, 18 of the recess 10, so that the springs 11 can be readily taken out after bending up the extensions 28, without removing the rails 1, 2. For this purpose the trough 3% lies above the bedding 32.

In order that water from rain or snow may readily flow off and cannot reach the springs 11 the ends of the trough 3% are inclined downwards; also the top of the wall 36 slopes downwards from its centre to both sides thereof while the top face of the bedding 32 slopes downwards laterally as shown in Fig. 3. In the constructional form shown in Figs. at to 6 the supports a: are sunk in the blocks 30; in the constructional forms shown in Figs. 7, 8 and 15, 16 the support m rests on a rigid base. In the parts of the permanent way lying on natural or on carted or made up ground, or on stone bridges the base is preferably formed of blocks 30, for instance of reinforced concrete. On iron bridges the supports a will preferably be mounted on suitable elements of the iron structure; the bedding for the supports is then formed by these elements and the supports are secured thereto by any desired or preferred means for instance by bolts 37.

In the constructional form shown in 7 and 8 the extensions 38 of the spring protecting box are narrower than the width Z) of the recess 10. In order to prevent any movement of the spring protecting box lengthwise of the rails. washers 10 are interposed bctween the extensions 38 and the end faces 39 of the support These washers are of a width greater than Z and their side edges abut against the end faces 39. In the support shown in 7 and 8 the block need not be provided with a transverse trough; it is simply placed on the bedding.

The rails 1, 2 are anchored to the bedding between. their ends and preferably in their middle by suitable anchors 1 in such a man ner that the rails can move at the anchoring points in the vertical direction indicated by the arrow 10 owing to their being elastically supported by the springs, but cannot move longitudinally or transversely in'the direction of the arrows g and r. The anchoring y consists as is seen from Figs. 9 and 10 of a plunger bar circular or square in cross section and movable vertically in afguide sunl' in the bedding and consisting in the example shown of a tube 51. The end of the bar 50 projecting from the tube is secured by a bolt '54 to brackets 56, 5'? engaging over the rail flanges 1, 2, and secured to the rail web by bolts 58. Theanchoring means 11 of the one rail 1 is connected with that of the other rail 2 of the track by transverse members 60, T he latter consist for instance of channel irons secured to the tubes 51 by rivets or bolts 61.. In theexample .shown the transverse members 60 are located in the bedding The anchoring means y are providedin the centre of the rail or symmetrically to such centre in the number required for taking up the'longitudinal strains. The centre of the rail being firmly held in position, the small variations in length of the rail due to changes of temperature may take place without causing objectionable stresses.

The rails 1, 2 of the track are connected with each other by transverse connection 2 consisting as shown in Figs. 3, 11 and '12 of hookended plates engaging the outside of the rails, the upturned part 66 being secured to the outer side of the rail by bolts 67 while to the lower part 65 a rod 69 is secured by bolts 70, rivets or the like. Clamp plates 72 are provided for securing the-plates 65 also to the inner side of the rail flange; these clamp-plates overlap the inner edge of the rail flange and may be secured in position by bolts 73. In this construction the hookended plates are the same for both rails and for all gauges, the change of gauge being made by changing the rods 69, the length of which varies with the gauge. The transverse connection above described has for its object to hold the opposite rails of the track at the proper distance from each other correspond ing to the gauge of the track and to prevent the rails from tipping sideways.

The elasticity of the springs 11 is more perfect and also greater than that of ballast. In order to prevent the rails from rising beyond their normal position and also to prevent mischievous removal of the rails, locking means 20 are provided according to my invention which are shown in Figs. 13 and 14; and act on the rails 1, 2 so as to prevent them from moving upwards beyond their normal position. These locking means w may be provided at any points of the track and may be constructed in various ways. It is only essential that the locking means do not interfere with the operation of the springs. In the constructional form shown in Figs. 13 and 14 the locking means consist of a rod 80 anchored in the bedding and engaging, by means of a coupling 81, 82, 83 permitting of the free working of the springs, some part of the rail, for instance the rail flange 1, 2'. In parts of the track on natural or made up ground or on iron bridges the locking means may be anchored in the bedding 32 while on iron bridges they may be anchored to constructional parts of the bridge. The coupling 81, 82, 83 consists of a ring 82 engaging on the one hand with a hook 81 of the rod 80 and on the other hand with a bend 83 of a yoke 84 which engages the rail, for instance the rail flange, as shown in Fig. 14. The other end of the rod 80 is anchored in the bedding or to constructional parts of a bridge as above stated. Figs. 13 and 14 show by way of example how the rod 80 may be anchored; the rod 80 is provided with an eye 86 through which is passed a transverse rod 87 which is embedded in the bedding 32.

IVashers 88, 89 comprising steel plates, are

interposed between the rail flange'l', 2' and the yoke 84, which washers may serve for adjusting the normal position of the rail and for reducing the pressure-exerted on the rail flange. The washers 88, 89 are of particular importance. The'ring 82 and the parts of the yoke 84 and hook 81 with which the ring 81 engages, are subject to wear and by means of the washers 88, 89 the wear may be compensated for. For this purpose it is only necessary to reduce the thickness of the washer 89 and to increase the thickness of the washer 88, for instance by substituting for them, thinner and thicker washers respectively. Also an initial tension may be imparted to the springs 11, if desired, by means of the washers 88 and 89. The hook 81, the ring 82 and the yoke 84 must be made strong, since they must withstand the tension of the springs 11.

As shown in Figs. 13 and 14 the locking means 10 is arranged between two blocks 30 and hence between two supports at. As regards the number of the locking'means w, one of them will be suflicient for five or six blocks 30.

In the support r0 shown in Figs. 15 and 16 the springs 11 for the rails 1, 2 are provided with a protective cap 90 placed over the springs 11, the top of such cap being interposed between the rail flange and the springs.

The cylindrical side wall 92 of the protecting cap 90 surrounds the spring, its height being less than that of the spring so that it does not interfere with the working of the spring. For completely enclosing the spring 11 a second protecting cap 94 is provided, the bottom of which is interposed between the bottom end of the spring 11 and the bottom let oi the recess 10 in the support. The cylindrical side wall 96 surrounds the spring 11, the protecting cap 90 being free to slide thereon. As shown in Fig. 15 the bottom cap 94 lies within the top cap 90 whereby water, snow and dust are prevented from reaching the spring. Any suitable means, not shown in the drawing, may be used for preventing the springs and their protecting boxes from being displaced in the recess 10. Between the support w and the block carrying the same a backing 98 of some soft or elastic material ma be interposed, for instance a feltplate.-

This backing prevents any detrimental action of the support on the block carrying the same.

Owing to the fact that the rails are elastically supported and owing to the great resistance against lateral and longitudinal forces the permanent way above described is more particularly adapted for heavy vehicles and high speeds. All the constituent parts for building this permanent way with the exception of the bedding may be manufactured beforehand. This applies more particularly to the carrier blocks 30 which owing to their In the case of iron bridges which, being eX- pensive, ought to have a long life, the present invention secures further particular advantages. In this case the carrier blocks and the bedding are replaced by the well known constructional elements of bridges. All the other parts of the permanent way, that is to say the springs 11, the supports 00, anchorings y and the transverse connection 2 may be used as above set forth. The permanent way above described and illustrated in the drawings is only an example of carrying my invention into practice. The constructional details of the various elements of the permanent way may be varied within the scope of the invention claimed.

I/Vhat I claim is:

1. In a permanent way for railways, the combination of vertically movable rails, ef-

fective springs elastically supporting the rails, rigidly mounted supporting bodies adapted to bear the springs and to guide the rails in their vertical movements and to prevent transverse displacement thereof, a rigid bedding carrying said supports, and means arranged on the rails outside the supporting bodies, adapted to permit the rails vertical play, but to prevent them from longitudinal displacement and from tipping sideways.

2. In a permanent way for railways, the combination of vertically movable rails, effective springs elastically supporting the rails, rigidly I mounted supporting bodies having recesses adapted to receive the said springs, means for protecting the springs external actions comprising a box having a cover interposed between the rail and the springs and side extensions projecting downwardly from said cover and beyond the open ends of the said recess and engaging with the end'faces ofthe said support, a rigid bedding carrying said supports, and means arranged on the rails outside the supporting bodies, adapted to permit the rails vertical play, but to prevent them from longitudinal displacement and from tipping sideways.

3. In a permanent wayfor railways, the combination of vertically movable rails, effective springs elastically supporting the rails, rigidly mounted supporting bodies adapted to bear the springs and to guide the rails in their vertical movements and to prevent transverse displacement thereof, a rigid bedding carrying said supports, anchoring means arranged outside the supporting bodies comprising a member attached to the rail and mounted to slide in a guide arranged in the said bedding to permit said rails vertical play but to prevent them from longitudinal displacement and transverse connections arranged outside the supporting bodies to hold the opposite rails of the track at the proper distance from each other corresponding to the gauge of the track and to prevent the rails from tipping sideways.

4:. In a permanent way for railways, the combination of vertically movable rails, ef-

fective springs elastically supporting the rails, rigidly mounted support-ing bodies adapted to bear the springs and to guide the rails in their vertical movements and to prevent transverse displacement thereof, a rigid bedding carrying said supports, means arranged on the rails outside the supporting bodies adapted to permit the rails vertical play, but to prevent them from longitudinal displacement and from tipping sideways, and a stopping device adapted at any points of the track on the said bedding and the said rails to permit said rails vertical play but to prevent them from rising beyond their normal position.

In testimony whereof I afiix my signature.

ALFRED WVIR-TH. 

